FfTF 


YH  02075 


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YH  02075 


TABLE 


p  S5-S- 


GIVING    AT    INSPECTION 


PROPER  NET  HAULING  CAPACITY 


IN     DAILY    SERVICE 


ALL  WEIGHTS  AND    TYPES    OF   LOCOMOTIVES 

ON    ANY    GRADE 

From    Level    to   528    feet    per    Mile 
According  to  the  Actual  Records  of  Practice  on  Numerous  American  Railways. 

BEING  TABLE  170  OF  "THE  ECONOMIC  THEORY  OF  THE  LOCATION  OF  RAILWAYS,"  BY  A.  M.  WELLINGTON,  M.  AM.  Soc.  C.E. 

Correct  to  nearest  Ion  for  1-t  adhesion  and  H  Ihs.  rolling  friction  on  tangents,  even  half-tons  being 
dropped.  These  units  are  used  as  those  giving  results  mc.st  nearly  corresponding  with  the-  actual  work  of  locomotives  in 
prartice.  Higher  adhesion,  up  to  !-;{  the  wight  on  drivers,  i.-.  realized  in  tests,  but  not  in  daily  work.  Lower  rolling  friction, 
down  to  ;  or  4  Ibs.  per  ton,  is  realized  occasionally  in  the  same  way,  but  the  engines  cannot  be  loaded  correspondingly  and  do 
their  daily  work. 

Applicable  to  cither  Ions*  or  short   tons,  or  any  other  unit,  if  the  weights  of  engine  be  supposed  to  be  given  in 

inu:  kind.  Tlie  table  gives  simply,  in  elf -i-t,  the  ratio  of  net  load  behind  engine  to  the  total  adhesion,  assumed 
at  '  i  the  weight  on  drivers,  for  each  even  ton  of  adhesion,  or  each  4  tons  on  drivers.  Intermediate  weights  c;1ii  !><• 
Interpolated  bv  inspection.  Adding  total  weight  (as  assumed)  of  engine  and  tender  given  in  the  heading  gives  the  gross 
weight  of  ciin-in'c  and  train  which  an  engine  of  any  pattern  whatsoever  can  take  up  any  grade  with  J4  adhesion.  For 
l-:5  adhesion  the  gross  I. ad  will  be  33^  per  cent,  greater,  and  for  1-.1  adhesion  20  per  cent.  less.  The  net  load  varies 
.  with  the  pattern  of  engine.  For  lank  engines  having  any  given  weight  on  drivers,  correct  the  table  by  the 

:w-een  its  actual  weight  in  service,  and  that  a.-sumed  for  an  engine  with  tender,  with  same  load  on  drivers,  in 
preparing  this  table. 

The  table  skives  I  he  fail-  working  capacity  for  locomotive^    in    everyday  service  on  de-facto  grad 
the  given    rale,  as  euno-d   by  the  daily  practice  of  many  lim--  (see    Table   i  vs  of  the  volume  above  referred  to).     In  single 
tests  they  will  run  some  _>.  >  per  cent,  higher  ;  in   winter  weather,  about  10  percent,  lower.     Otherwise  any  considerable 
in   re], oiled   loads  above  the  following  table  indicates  simply  that  the  grades  are  not  in  reality  as  high  as  reported,  but  are 

rated  as  momentum  grades;  and  any  '  onsiderable  deficiency  indicates  either  carelessness  in  loading  engines  to 
their  capacity,  or  that  the  profile  grades  are  in  effect  increased  by  unreduced  curvature  or  stopping-points  on  the  maximum 
grade-.  Thus,  a  de-fac/o  level  grade  for  operating  purposes  hardly  exists  in  the  world  ;  nor  can  it,  except  with  a  very  unequal 
trallic  enabling  all  curves  and  stations  to  be  on  a  descending  grade  without  impeding  up  traffic. 

PASSENGER    AND    HIGH-SPEED    TRAIN    LOADS 

Vary  greatly  from  those  of  the  table.  The  probable  maximum  resistance  on  a  level  at  various  velocities  is  given  in  the 
following  table  (the  first  part  of  Table  166  of  the  "  1  •'.  -o:iomic  Theory  of  the  Location  of  Railways").  These  resistances  are 
probably  one-third  too  high  for  high-speed  work  under  favorable  conditions,  but  approximate  very  closely  to  the  ordinary 
working  maximum  for  which  trains  are  loaded. 

TRAIN    RESISTANCE   ON    A   LEVEL   AS   AFFECTED   BY  VELOCITY. 


TOIAI.  WKIGHT  OK 

RESISTANCE  PER  SHORT  TON,  FOR  VELOCITIES. 

Freight  Trains. 
HEAVY 

CONSOLIDATION  ENGINE. 

TRAIN 

EQUATION  OF  RESISTANCE. 
Per  Short  Ton. 

Mi 

es  Per  Hour. 

Long 

I  (HIS. 

Short 
Tons. 

10 

15 

20 

25 

30 

Engine  only    
and  10  loaded  cars.  .  .  . 

7° 
270 

78.4 
V"  4 

4.82  4-     .0428;"' 

••     +    .0,5,  r« 

9.10 
6.33 

M-47 

8.22 

21.94 
10.86 

3>-59 
14.26 

43  34 
18.41 

"20      '            "    .  .  .  . 

47° 

5»6.4 

+       .OIOO/     3 

5.91 

7-'7 

9.18 

"•53 

14.63 

"30                  "    ..   . 

670 

75"  4 

"      -i-  .00028K" 

5-75 

6.91 

8.53 

10.62 

13.17 

"          "40      "          "    .... 

870 

974-4 

"      4-  .00837  /'" 

5.66 

6.70 

8.17 

10.05 

12.35 

"50                   '    

2070 

1198.4 

"   4-  .0078;-' 

5.60 

6.58 

7-94 

9-7° 

11.84 

"     75                  "    •••• 

1570 

1758.4 

"      +    .oo7o3F» 

5-52 

6.40 

7-63 

9.21 

11.15 

too                        .... 

2070 

2318.4 

"      +  .  00653  K« 

5-47 

6  29 

7-33 

8.80 

10.70 

For  formulae  of  resistances  for  trains  of  flat  cars,  subtract  about  .0012  from  coefficient  of  F". 
formula;  por  Ions*  toil,  add  12  per  cent. 


For  resistances  and 


TOTAL  WEIGHT 

RESISTANCE  PER  SHORT  TON,  FOR  VELOCITIES. 

Passenger  Trains. 

OF  TRUN. 

EQUATION  OF 

Miles  Per  Hour. 

17  X  24 
AMERICAN  ENI.INK. 

Long 
Tons. 

Short 
Tons. 

Per  Short  Ton. 

IS 

20 

25 

30 

40 

50 

60 

70 

Engine  only  
and    2  cars  

5° 

TOO 

56 

112 

4.  82  4-  .03214^" 
"     4-  .01875*" 

12   05 

9.04 

17.68 
12.32 

24.91 
16.54 

33  75 

21  .70 

56.25 
34-82 

85.18 
51-70 

120.54 
72.32 

162  32 
96.  70 

"          "      4    "    

I50 

1  68 

"      f     -OMS'"1 

8.04 

10-54 

13-75 

17.68 

27.69 

40-53 

5^.25 

74.82 

2  go 

"    4-    0107  v 

"       12      "       . 

350 

392 

"      +  .ooo,8r» 

6.89 

8.49 

10.56 

'3-09 

ig  51 

27.78 

37.88 

49.82 

"     16    "    

450 

504 

"      +    oo33;/-3 

6.70 

8.16 

10  03 

12.32 

18.15 

25-65 

34.82 

45-65 

For  resistances  and  formula3  per  Ions;  ton,  add  12  per  cent. 

Weight  of  cars  taken  at  25  long  tons,  56,000  Ibs.  each,  loaded. 

Grades,  horoerer  steep,  affect  fast  trains  very  slightly  unless  long,  or  with  stations  on  them  or  at  their  foot.  Ordinary 
undulations  not  over  50  or  60  ft.  high  are  virtually  eliminated  by  small  fluctuations  in  high  speeds  (see  "  Economic  Theory  of 
the  Location  of  Railways,"  p.  546-375). 

The  approximate  maximum  sliced  vvliich  any  engine  can  attain  in  practice  on  any  Ions* 
de-facto  £*ra*le  at  any  speed  may  be  determined  as  follows: 

1.  Take  from  the  following  short  table  the  weight  of  train  to  be  hauled. 

2.  Take  from  the  main  table  the  grade  that  the  engine  can  haul  it  on  at  low  speed,  and  subtract  the  actual  grade  from  it. 

3.  Find  from  the  following  table  the  speed  which  increases  the  virtual  grade  by  the  amount  of  the  difference  thus  obtained. 

INCREASE    IN    VIRTUAL   GRADE    PER   CENT.    DUE   TO   INCREASE   IN   VELOCITY  ABOVE 

FREIGHT    SPEEDS. 
(Abstracted  from  Table  iSo  of  the  "  Economic  Theory  of  the  Location  of  Railways.1') 


KIND  OF  TRAIN. 

WEIGHT 
OF  CAKS 
Tons 
(2000  Ibs.) 

VELOCITIES  IN  MILES  PER  HOUR. 

20 

25 

30 

40 

50 

60 

70 

56 

112 
224 
33« 
448 

0.22 
0     12 
O.o6 
O.O2 

o.ol 

o  .43 
o  29 
0.18 
0.13 

O.IO 

0.68 
0.48 
0.33 
0.25 

0.22 

i-34 
0.98 
0.73 
0.58 
0.51 

2.18 
1.62 
1.18 
o  99 
0.88 

3.22 
2.41 
1.72 
1.49 
'•34 

4-43 
3-34 
2-47 
2.09 
1.88 

••    ••   1  "  .":  

"        "     16    " 

Example  I.  Eight-car  train  on  1.5  per  cent  grade.  Heavy  American  engine  can  pull  224  tons  at  slow  speed 
on  1.72  per  cent,  grade,  or  0.22  per  cent,  above  the  actual.  This  corresponds  to  but  little  more  than  a  25-mile  per 
hour  maximum,  by  the  above  table 

Example  2.  Four  car  trnin,  same  grade  and  engine.  Engine  can  pull  112  tons  on  3.12  per  cent,  grade  at  slow 
speed  ;  3.12  —  1.50  =  1.62,  corresponding  by  above  table  to  50  miles  per  hour. 


Published  and  for  sale  by 


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Ten  Copies,  $5.OO. 


ENGINEERING  NEWS 

AMERICAN    RAILWAY   JOURNAL 


T 


TABLE  170. 

MAXIMUM  WORKING  LOADS  FOR  LOCOMOTIVES  IN  DAILY  SERVICE  (BEHIND  THE  TENDER)  ON  ANY  GIVEN  de-facto 
RATE  OF  GRADE,  UNCOMPLICATED  BY  CURVATURE  OR  FLUCTUATIONS  OF  VELOCITY. 

Adhesion,  y±.     Rolling  friction,  8  Ibs.     Tons  of  2000  Ibs.  (sec  nole,  end  of  table). 

J3gr"  J\atio  in  fourth  column    x  %  -wt.  on  drivers  —  gross  tr<t<  .'/7V  /<>T<'(V  a/  any  engine,  wkiclt   —  wt.  eng.  and  tender  =  net  tractiTt 

power,  behind  tender. 


Tot.  weight  eng  and  1'ded  tender  —  tons 

5» 

58 

60 

64 

67 

7° 

75 

80 

87 

Weight  engine  only  —  tons 

3' 

37 

37 

42   38 

43 

46 

5' 

55 

62 

Weight  on  drivers- 

20 

24 

28 

32 

3« 

40 

44 

48 

53 

Tont  tractive  power  l^ac 

h  )  

5. 

<;. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

Rate  of  Grade. 

Total 
Resist- 
ance, 
Ibs.  per 
net  ton. 

Ratio  of 
gross  w'gt 
of  train  to 
tractive 
power. 

American. 

Moguls  and  10-wheei. 

Consolidations. 

Maifn. 

Per 

too. 

Feet  per 

Mile. 

Light. 
15  x  24. 

Heavy. 
18  x  24. 

Light 
lo-wheel. 
17  x  24. 

H'y  lo-wh 
19  x  14. 

Lt.  M,,g. 

17  x  24. 

Extra 

H-'avy 
MoK'ul. 

20  X  24. 

Light 
(P.  R.R.). 
20  x  24. 

Average. 

20  X  24. 

Heavy. 

21  X  24. 

Ex;  H'y, 

21  X  26, 

or 
19  «  30- 

Level  . 

O  OO 

8.0 

250.00 

1198 

'442 

1690 

1936 

2183 

2430 

2675 

2920 

3-63 
3008 
2868 
2739 

2621 

2513 

2413 

3320 
2335 

3154 

.02 
•  04 
.06 

.08 

.  10 
.  12 

M 

.16 
.18 

1.0.56 

2.  112 
3.168 
4.224 

5  280 

6.336 

7-393 
8.448 

8.4 
8.8 
9.2 

9.6 

10.0 

10.4 
10.8 

I  1  2 

ii.  6 

238  10 

227.27 
217.39 

208.33 

200.00 

192.31 

'8s.  19 

•78.57 

172.41 

1138 
1084 
i°35 

99° 
948 
910 

874 
841 
Bio 

37' 
306 
246 

192 
142 
096 

053 
013 
976 

1607 
'53" 
1462 

1398 
1340 
1286 

1236 

1190 
"47 

1841 

'754 
'675 
1603 
1536 
'475 
14,  ? 
1365 
1315 

2076 
1078 
1890 

1808 

'733 
,664 

1600 
'540 

3" 
203 
104 

013 

930 

853 

782 
716 

6.4 

=544 
2425 
2316 

2217 
2125 
2040 

10^2 
1889 
1821 

2777 
2647 
2539 
2420 
2320 
2228 

2142 
2063 
1989 

.20 

12.  0 

166.67 

942 

1107 

1269 

597 

'758 

1920 

2080 

.22 

24 

26 

.28 
•3° 
•32 

34 
•36 
18 

11.616 

12.672 

13.728 

14.784 
15.840 
16.396 

17.952 
19.008 
20.064 

12.4 
12  8 
Ij  2 

13.6 

'4-o 
"4-4 
14.8 
15-3 
,5.6 

If'1  .29 

156.25 
151.52 

147.06 
142.86 

138.89 

135  U 
*)'  58 
128.21 

754 
729 
706 

683 

662 
642 

624 
606 

589 

879 
851 

824 
799 
775 

753 
73' 

7" 

,069 
1034 

1001 

969 

940 
912 

886 
861 
?37 

1226 
1186 
1148 

I  112 

'079 
1047 

1017 
989 

9-2 

'339 
'297 
1257 
1219 
1183 

IM9 
1117 

492 
445 
401 
359 
319 

281 
246 

212 

1699 
1644 
'592 

'543 
1496 

'453 
1412 
'373 
'335 

•855 
'795 
1738 

1685 
'634 
1587 

1543 
'499 
'459 

2OIO 
'944 
1883 

1825 
1770 
1719 

1670 
1624 
1580 

.40 

21  T2O 

16.0 

125  .00 

573 
558 
543 
529 

5-6 
504 
49' 
480 
469 
458 

815 

1058 

r8o 
149 
120 
093 
066 
041 
017 

994 

973 

950 

1420 

1538 

-43 

:» 

.48 
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2 

.s8 

22.  170 
33.2)2 

24.283 

25-344 

20.  4  jo 
37.4)6 
28.512 
29.568 
30.624 

16.4 
16  8 
17.2 

,7.6 
180 
18.4 

18.8 
19.3 
19.6 

121.95 
119.05 
116.28 

113.64 
Iil.ll 

108  .  70 

106.38 
104.17 
102.04 

674 
656 
640 

624 
609 
594 
580 
567 
554 

794 
773 
754 

735 
718 
701 

685 
669 
654 

912 

888 
866 

845 
825 
806 

787 
769 

' 

1031 
1004 
980 

956 

933 
911 

890 
871 
8^1 

'235 
1204 

"75 
"47 

1121 

1095 
1071 

1047 

1383 
'349 
1316 

1284 

'253 
1224 

'197 
1170 
"44 

1498 
1461 
1425 

'390 
'357 
1320 

1296 
1267 
1240 

.60 

31.680 

20.  o     100.00 

44? 

542 

640 

7--«      833 

930 

io-.?5 

1I2O 

1213 

.62 

.64 
.66 

.63 
.70 
•  73 

:3 

.78 

33  792 
34-848 

35-904 

30.960 

38.016 

39  °72 
40.  128 

4'  -  i«l 

20  4 
20.8 
21.3 

21.6 
22.0 
22.4 

22.8 
23  2 

23.6 

98.04 
96.13 
94-34 

92.59 
90.91 
89.29 

87.72 
86.21 
84-75 

438 
429 
430 

4" 
403 
394 

387 
379 
372 

530 
5"9 
508 

498 
488 
478 
468 
459 
450 

626 
6,3 
600 

588 
576 
565 

554 
543 
533 

720 
7"5 
691 

6-7 
663 
650 

638 
626 
6.4 

8,5 
798 
782 

766 

7^1 
737 
712 
709 
696 

910 
8Q> 
873 
856 
839 
823 

807 
793 
777 

1003 
983 
963 

943 
925 
907 

8qo 
873 
857 

1096 
'074 
IOC2 

1031 

roil 

991 

973 
955 

0?7 

1188 
"63 
"39 
1117 

'095 
1074 

1053 
'033 
1014 

.80 

42.240 

24.0 

83-33 

365 

442 

523      603 

683 

763        842        920 

996 

979 
961 
945 
929 

!9t 
883 

869 
855 

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90 
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$ 

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44-352 
45  408 
46.464 
47  53  > 
48.576 

49.632 
50.688 
5'.  744 

34-4 
24.8 
2S-2 

25.6 
26.O 
26.4 
26.8 
27.2 
27.6 

81.97 
80.65 
79-37 
78.13 

76.92 
75  76 

74-63 
73-53 
72.46 

358 
35' 
345 

339 
333 
327 

32' 
316 
310 

434 

426 
418 

4" 
404 
397 
390 
383 
;77 

5>4 

SOS 

496 

487 
473 
470 
462 
455 
447 

593 
5Si 
57' 
561 
551 
543 

533 
524 
5'6 

671 
659 
647 
636 
625 
615 

605 
595 
5iS 

750 
736 
724 

7" 

699 
688 

676 
665 
655 

827 
812 

798 
784 

771 

758 
746 

734 
722 

904 
888 
872 

858 
843 
829 

816 
802 

789 

i.oo 

28.0 

7'-43 

305 

37' 

440 

5°7 

576 

644 

7" 

777 

842 

i.  02 
1.04 
i.  06 

1.08 

I.  10 
I.  12 

1.  14 

i  16 
1.18 

53.836 

54-9" 

55-908 

57.024 
58.080 
59.136 

60.192 
61.248 

62  .  304 

28.4 

nS.8 
29.2 

29.6 
30.0 
30.4 
30.8 
3'-3 
,,.6 

70.42 
69.44 
68.49 

67  57 
66.67 
65-79 

64.94 
64.  10 
63.29 

300 

295 
290 

286 
281 
277 

373 
268 
264 

365 
359 
353 

347 
342 

337 

332 
327 
322 

43l 
426 

419 

4'3 
407 
40' 

395 
389 
383 

499 
493 
484 

477 
469 
462 

456 

4-49 
442 

567 
558 
549 
54< 
533 
535 

5'7 
510 
503 

634 
624 
6.5 
606 
597 
588 

579 
57" 
563 

700 
689 
678 

668 
658 
649 

639 
630 
621 

765 
753 
743 

73' 
720 
709 

699 
689 

679 

828 

816 

803 

791 
780 
768 

757 

746 
736 

1.20 

6  $.360  !  32.0 

62.50 

260 

JI7 

377 

436 

495 

555 

612 

670 

725 

[  .22 
1.24 
1.26 

1.28 
1.30 
1.32 

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1.36 
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64.416 
65  472 
66.528 

67.584 
68.640 
69  .  696 

70.753 
71.808 

32-4 
33.8 

33-» 
33-6 
34  o 
34-4 
34-3 
35-2 
35  6 

61.73 

60.98 
60.24 

59  52 
58.82 
58.14 

57-47 
56.82 
56  18 

257 
253 
249 

246 
242 
239 

235 
232 
229 

312 
308 
303 
299 
295 
291 

287 
=83 
279 

372 
367 
362 

357 
353 
347 
342 
338 
333 

43° 
4=4 
4,8 

412 
407 
401 

396 

39! 
385 

489 
482 
475 

469 
462 
456 
450 
444 
419 

547 
540 
532 

525 
5'8 
5" 

505 
498 

492 

604 
596 
588 

580 
573 
565 

557 
550 

543 

661 

6tS* 
641 

634 
626 
618 

610 

603 
594 

3 

6,6 

687 

678 

66, 

660 
652 
643 

1.40 

73-P30 

36.0 

55  56 

226 

275 

339 

380 

433 

486 

536 

587 

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620 

612 

604 

597 
590 

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57« 

570 

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1.46 

1.48 
1.50 
1.52 

1-54 
1.56 
1.58 

74.976 
76  032 
77.088 

78.144 
79.200 
80.256 

81.312 
82  368 
83.424 

36.4 
36.8 
37.2 

37.6 
38.0 
38.4 
38.8 
39.2 
39-6 

54-95 
54-35 
53  76 

53-'9 
53-63 
52.08 

51-55 
51  02 
50  51 

223 

220 
217 

214 
211 
208 

206 
203 
201 

272 
268 

2*5 

261 
258 

354 
251 
248 
'45 

325 
320 
3-6 

312 
308 
305 
301 
297 
294 
390 

376 
371 
366 

362 
357 
353 
348 
344 
340 

428 
422 
4'7 
413 

407 

402 

397 
392 
388 

479 
473 
468 

462 
456 
451 

445 
440 
435 

539 
533 
5i6 

5io 
5°4 
498 

492 
486 

48, 

'  579 
573 
565 
558 
552 
545 

539 
532 
526 

1.60 

84  480 

40.0 

50.00 

198 

342 

336 

383 

430 

475 

530 

563 

1.62 
1.64 
1.66 

1.68 
1.70 
1.72 

1-74 
1.76 
1.78 

85-536 
86.592 
87.648 

88.704 
89.760 
90  816 

91.872 
92  938 
93.984 

40-4 
40.8 
41.2 

41.6 
42.0 
42-4 
42.8 
43-2 
43-6 

49-50 
49.02 
48.54 
48.08 
47.62 
47-'7 

46.73 
46.30 

45-87 

'95 

'93 
191 

1  88 
186 
184 

182 
'79 
'77 

239 
236 
233 
230 
228 
225 

222  . 

220 
217 

286 
283 
280 

277 
273 
270 

267 
264 
261 

333 
328 
334 
331 
3'7 
3'3 
310 
306 
303 

378 
374 
370 

366 
362 
358 

354 
35° 
346 

425 
420 

4'5 
411 
406 
402 

397 
393 
389 

469 
464 
459 

454 
449 
444 

439 
434 
430 

514 

508 

503 

497 
49' 
486 

<8' 
476 
470 

556 
550 
544 
538 
S3* 
526 

520 
5'5 
510 

1.80 

95-040 
96.096 
97.153 
98.208 

99.264 
loo  320 
101.376 
102.432 
103.488 
104.544 

44-o 

45-45 

'75 

215 

258 

300 

342 

384 

425 

465 

504 

1.82 
1.84 
1.86 

1.88 
1.90 
1.92 

1.94 
1.96 
1.98 

44-4 
44-8 
45-3 

45-6 

46.O 

46-4 
46.8 

47-2 
47.6 

45-05 
44  64 
44-25 
43.86 
43-48 
43.10 

42.74 
42.37 

42  02 

»73 

T 
169 

167 
'65 
'63 
162 
160 
'58 

312 
210 
207 

205 

203 
201 

108 

196 

194 

355 
252 
250 

247 
244 
242 

239 
237 
234 

296 
293 
290 

287 
284 
281 

278 
»75 
272 

338 
335 
33' 
328 
3'4 
32" 

3'8 
3M 
3" 

380 
376 
372 

369 
365 
361 

357 

354 
35" 

4*A 
416 

4'3 

407 
403 
399 

395 
39i 
387 

461 
456 
45' 

446 
442 
437 

433 
428 
424 

498 
493 
488 

481 
478 

473 
469 

464 
459 

2.OO 

105.600 

48.0 

41.67 

156 

'93 

232 

269 

308 

347 

383 

420 

455 

3.02 

2.04 

2.06 

3.08 

f  .10 
2.  12 

106.656 
107.712 
108.768 

109  824 
110.880 
111.936 

48-4 
48.8 
49-3 
49.6 
50.0 
50.4 

41.32 
40.98 
40.65 

40.32 
4O.OO 

39-68 

'55 
'53 
'5' 

'50 
148 
146 

190 

1  88 
186 

184 
182 
180 

2'.'9 

227 
225 

222 
22O 
•    218 

267 

2fi4 

261 

259 
256 
253 

3°5 
302 

399 

296 
293 
290 

343 
340 
33« 

333 
330 
327 

380 
376 
373 
369 
3J5 
3«' 

4'6 
413 
408 

404 
400 

396 

450 
446 
44' 

437 
433 

429 

MAXIMUM  WORKING  LOADS  FOR 
RATE  OF  GRADE. 

Adhesion, 
&~  Katio  in  fourth  column    x  14  int. 


TABLE  170.  —  Continued. 

LOCOMOTIVES  IN  DAILY  SKKVICE  (BEHIND  THE  TENDER)  ON  ANY  GIVEN  de-facto 
UNCOMPLICATED  BY  CURVATURE  O.R  FLUCTUATIONS  OF  VELOCITY. 
%.     Rolling  friction,  8  ibs.     Tons  of  2000  Ibs.  (see  note,  end  of  table). 

an  drivtrs  —  gross  tractive  />a:u,-r  „/  any  engine,  -which   —  tut.  tag.  and  tender  =  net  tractive 
power.  I'thfiuf  tt-intcr. 


Tot.  weight  eng.  and  1'ded  tender—  ions          52 

58 

60 

64 

67 

70 

75 

80 

87 

Weight  engine  only  —  tons    

37 

37 

42    38 

43 

46 

5' 

55 

61 

Weight  on  drivers- 

2O 

24 

28 

33 

36 

40 

44 

48 

5» 

font  tractive  power  l':t  ail 

h  )      "  .  ... 

.-,. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

R-ate  of  Grade. 

Total 
Resist- 
ance, 
bs.  per 
net  ton. 

Ratio  of 
gross  \v'gt 
of  train  to 
tractive 
power. 

American. 

Mogu  s  and   10-wheel. 

Consolidation! 

Mast'n. 

Per 

IOO. 

Feet  per 
Mile. 

Light. 

15  x  24. 

Heavy. 
•18  x  24. 

Light 
o-wheel. 
"7  *  24. 

rTyio-wh 
19  x   14. 
Lt,  Mug. 
17  x  24. 

Extra 
Heavy 
Mogul. 
20  x  24. 

Light 
(P.  R.R.). 

20    X    24. 

Average. 

20    X    24. 

Heavy. 

21    X    24. 

Ex.  H'y. 

21    X    26, 

or 
19  x  30. 

2.14 

2.16 

2    18 

i  12.99.1 
114.048 

11=     I"4 

508 
51.2 

51.6 

39-37 
39  06 
18.76 

'45 

"4.i 
142 

'72 
176 

216 

213 

211 

25" 

24! 

246 

287 
285 
282 

324 
321 
3-8 

358 
355 
35" 

392 
389 
385 

425 
421 
4"7 

a.  ao 

116  160 

52  o 

38.46 

140 

209 

244 

279 

3"5 

348 

382 

4"3 

2.22 

2.24 
2.20 

2.28 
2.30 
2.32 

»  34 
2.36 

2    38 

118.272 
119.328 

120   384 

""    .14" 
H.S.4.N 

123    552 
124.608 

125.664 

52.4 

52.8 
53  2 

53  6 
54-0 

54-4 

54  8 
55-2 
55-6  . 

38.17 
37.88 
37  59 

37-31 
37  04 
36  76 

36.50 
36.23 

35-97 

'39 
137 
136 

"35 
'33 
"32 

'30 

129 
128 

'71 
169 
1  68 

1  66 
164 
•6.3 
161 

•59 
158 

207 
205 
203 

2OI 

"99 
"97 

"95 
"94 
192 

241 

239 
237 

234 
232 
230 

228 
226 

224 

277 
274 
27" 
269 

266 
264 

26" 

259 
257 

3'2 
309 
306 

3°3 
300 
298 

295 
292 

290 

345 

342 
338 

335 
332 
329 
326 
324 
3'" 

378 
375 
37" 
368 
364 
36" 

358 
355 
35» 

409 

405 
402 

398 
395 
39' 

387 
384 
381 

8.40 

126.720 

56.0 

35  7" 

127 

156 

190 

222 

254 

287 

3<8 

349 

377 

2.42 
2.44 
2.46 

2.48 

2  .  50 
2.52 

2    54 
2.56 
2.58 

127.776 

128.  *v 
129.888 

"3°  9-14 
133.056 

H4-"2 

13;  168 
i  36  224 

56.4 
56.8 
57  2 

57.6 
58  o 
58.4 
58.8 

59  i 

59-6 

35-21 
31-97 

34.72 
34.48 
34.25 
34.01 
33-78 
33.56 

124 
123 

122 

120 
"9 

118 
'17 

1  1  6 

'55 
153 
"52 

150 

MM 
'47 
146 
145 
'43 

188 
186 
185 

'83 

181 
180 
178 
176 
"75 

22O 

218 

2l6 

2"4 

212 
210 

208 
2o6 
204 

252 
250 

248 

245 
243 

241 

239 
237 
=35 

285 
282 
280 

277 
275 
272 

270 
268 

266 

3"5 
3"2 
310 

3°7 
304 
302 

299 
297 
294 

343 
340 

337 
334 
33" 
328 
325 
323 

374 
37" 
368 

364 
36, 
358 

355 
35" 
349 

8.  lil) 

I77.   •»> 

60.0 

33  -i3 

"5 

142 

"73 

203 

233 

263 

292 

320 

,    346 

2.62 

a.  66 

2.68 
2.70 
2.72 

3-74 
2.76 
2.78 

ili  31* 
140  448 

r4I  .504 
142   560 
143  616 

144.672 
145.7^8 
14"  784 

604 
60.8 
61.2 

61.6 
62.0 
62.4 

62  8 
63.2 
63.6 

33.11 
32.89 
32.68 

32  47 
32.26 
32.05 

31-85 
3"-65 
3'-45 

114 
112 
III 

no 

109 

108 

107 

106 
105 

141 

•38 

17 
,36 
"34 

"33 
132 
"3" 

"72 
"70 
169 

167 
1'6 
164 

"61 
162 
1  60 

2O1 

"99 
'97 
196 
'94 
192 

"9" 
189 

188 

23" 

229 
227 

225 
223 

221 
2  2O 

218 
216 

261 
259 
257 

255 
253 
250 

248 
246 
244 

28, 
287 
284 
282 
280 
278 

275 
273 
271 

3'7 
3'5 
3"> 
310 
3°7 
305 
302 
300 
297 

343 
34" 
338 

335 
S3" 
33° 

327 
324 
322 

2.81) 

147.840 

64  .0 

31.25 

104 

129 

"59 

1  86 

2"4 

242 

269 

295 

3"9 

2.82 
2.84 
2.86 

2.88 
2.90 
2.92 

2.94 
2.96 
2.98 
3.00 

148   896 
149.952 
151.008 

152  064 
153.120 
"54.'7<J 

155-232 
15^.288 
157  344 

64.4 
64.8 

65.2 

65.6 

66.0 
66.4 

66.8 
67.2 
67.6 

31  .06 
30  86 
30.67 

3°-  49 
30  3° 

30.  12 

29.94 
29.76 

29  59 

""3 
1  02 

101 
IOO 

99 
99 
,8 
97 
96 

128 
"27 
126 

"'5 
124 
123 

122 
121 
120 

"57 
156 

"55 

"51 
152 

"5" 

"50 
148 
"47 

'84 

"83 
181 

1  80 
178 
"77 
176 
174 
"73 

2"3 
211 
209 

207 
206 
204 

2O2 
201 
109 

241 
239 
237 

2.35 

233 
231 

229 
228 

226 

267 
264 
262 

260 
258 
256 

254 
252 
250 

293 
290 
288 

286 
284 
281 

279 
277 
275 

3"7 

3'4 

3"2 

3°9 
307 
305 
302 
300 
298 

158  400 

63.o 

29.41 

95 

118 

,46 

"7" 

198 

224 

249 

273 

295 

3-05 
3.10 

3  '5 
3.20 
3-25 
3-3° 

3-35 
3.40 

3-45 

161.04 
163.68 
166.  32 

168.96 
171  60 
174-24 
176  88 
179  52 
182   .6 

69.0 
70.0 
71.0 

72.0 
73.0 
74-0 
75  0 
76.0 
77.0 

28.09 
28.57 
28.,  7 

27.78 
27.40 
27.03 

26.67 
26.32 
25.97 

93 
9' 
89 

87 
85 
83 
81 
80 
78 

116 

""3 
in 

109 
106 
104 

102 
IOO 

98 

>4i 
140 

"37 

"34 
132 
129 

"27 
124 

122 

1  68 
165 
161 

"?8 
"55 
"52 

"49 
"47 
"44 

194 
190 
I87 

I83 

180 
176 

"73 
170 

"67 

220 

216 

212 

2o8 
204 
2OO 

"97 
193 
190 

244 
239 
235 

III 

222 

218 

215 
21  I 

268 
263 
258 

253 
249 
244 
240 
236 
232 

290 
284 
279 

274 
26, 

264 
260 
255 

251 

3.5O 

184  80 

78.0 

25-64 

76 

06 

119 

'4i 

164 

1  86 

207 

228 

246 

3-55 
3.60 
3-65 
3-70 

|:E 

3.85 
3.90 

3  95 

187.44 
190  08 
193.72 

195.36 
198.00 
200.64 

203.28 

205    92 
208  .  56 

79.0 
80.0 
81.0 

82.0 
83.0 
84.0 

85.0 
86.0 
87  o 

25.32 
25.00 
24.69 

74.39 
24    10 
23.81 

23.5S 
23.26 
22.99 

75 
73 
7' 

7° 
68 
67 
66 
64 
63 

94 

92 
90 

88 
8? 
85 

83 
82 
80 

"'7 

""5 
>"3 
in 
109 
107 

105 
103 

1OI 

'39 
"36 
"34 

"3" 
,29 
126 
124 

122 
1  2O 

161 

158 
"55 

"53 
150 
"47 

"45 
142 
140 

"83 
1  80 
"77 

"74 
"7" 
168 

,65 
"63 
ifo 

204 
200 

'97 

'93 

lyo 

,87 
184 
.Si 
178 

224 

220 

2l6 

2'3 

209 

206 

202 

'99 
196 

242 
238 

234 
230 

226 

123 

219 

215 

212 

4.00 

BII.9O 

88.0 

22.7, 

62 

78 

99                 118 

138 

"57 

'93 

208 

4-°5 
4.10 

4  '5 
4.20 
4-aS 
4.30 

4-35 
4-40 
4-45 

213    84 

216.48 
219    12 

221    76 
224.40 
227    04 

229  .  68 
232.32 

234.06 

89.0 
90  o 
91  -o 

92.0 
93  o 
94.° 
95  o 
96  o 
97-0 

22.47 
22.22 
21.98 

21  74 
21.51 
21.28 

21.05 

20   83 
20.62 

60 
59 
58 

57 
56 

54 

53 
52 
51 

77 
75 
74 
72 
7" 
70 

68 
67 
66 

97 
06 

94 
92 
9" 
89 

87 
86 
84 

116 
""4 

112 
110 

108 
106 

104 
103 

IO1 

"35 
"33 
"3" 
129 
127 

"25 
122 

1  2O 
119 

"55 
"52 
150 

147 
"45 
"43 
140 

I3l 
136 

172 
,69 
167 

164 
162 
"59 

"57 
"54 
"52 

190 
187 
,84 

181 
"78 
"75 

"73 
170 
167 

205 
202 

'99 
196 
"93 
190 

187 
,84 
181 

4.5O 

237.60         08.0            20  41 

50 

64 

83                 99 

I'7 

i34 

150                 165 

,78 

4.60 
4.65 
4.70 
4-75 
4.80 

4.85 
4.90 
4-95 

240  24 
242  83 
245.52 

248.  16 
250.80 
253   44 
256  08 
258.72 

09.0 

IOO.O 

101  .0 

IO2.O 
103.0 
104.0 

105  o 
106.0 
107.0 

2O.2O 
2O.OO 

19.80 

10.61 
19.42 
19.23 

19  05 
18.87 
18.69 

49 
48 
47 
46 
45 
44 

43 
42 
41 

^3 
62 

61 
60 
59 
57 
5« 
55 
54 

Si 
80 
79 

77 
76 
75 
73 

72 

71 

9I 
96 

94 

93 
9" 
90 

83 

87 
86 

"'5 

"'3 
in 

109 
108 
106 

104 
103 

1OI 

'32 

130 
128 

126 
"24 

122 

120 
II9 
1I7 

"47 
"45 
"43 

"4" 
"39 
"37 

"35 
"33 
•3" 

162 
160 

.58 

"55 
"53 
"5" 

149 
146 
144 

"75 
"73 
170 

168 

'<5 
"63 

,61 

*5l 
n6 

B.OO 

264.00 

108.0            18.52 

4' 

51 

70 

84 

IOO 

"'5 

129 

142 

'54 

5-2 

I'i 
*! 

6.2 

6.4 
6.6 
6.8 

274o6 
285.12 
295.68 
306  24 
316.80 
327-36 

337-02 
348  48 
359-04 

112.  O 

116.0 

120.0 

124.0 
128.0 
132.0 

136.0 
140.0 
144.0 

17.86 
17.24 
16.67 

16.13 
15.62 
15.15 

14.71 
14.29 
13.89 

37 
34 
3' 
29 
26 
24 

22 

'9 
17 

49 
45 
42 

39 
36 
33 
30 
28 
25 

65 
61 
57 
53 

49 

46 

43 
40 

37 

79 
74 
69 

65 
61 
57 

54 
50 
47 

94 
88 

83 

-8 

69- 

65 
62 
58 

109 

102 

97 

9" 

86 
Si 

77 
11 

121 
H5 

108 

IO2 

97 
92 

87 
82 
78 

"34 
127 

120 

114 
107 
102 

97 
9" 
87 

"45 
"37 
"30 

123 
116 
no 

104 
99 

94 

7.OO 

369  .  fio 

148.0 

13.51 

16 

23 

35 

44 

55 

65 

74 

82 

89 

7-2 
7-4 
7-6 
7.8 

380.16 
300.72 
401.28 
411.84 

152.0 
156.0 

160  o 
164.0 

13.  ,6 
12.82 
12.50 
12.20 

'4 

12 
1O 

9 

21 
"9 

"7 
15 

32 
30 
27 
25 

4" 

31 
36 

34 

48 
45 
44 

62 
58 
55 
52 

7° 
66 
62 

59 

78 
74 
70 

66 

84 
80 
75 
72 

8.OO 

422.40 

168.0 

ii  .90 

7 

M 

23 

3" 

40 

49 

5« 

63 

7° 

8.2 

8.4 
8.6 
8.8 

432.96 
44  i    52 
454  08 

4"4   64 

172.0 
176.0 
180.0 
184.0 

ii  .63 
11.36 
ii  .  ii 
10.87 

6 
5 
4 
2 

12' 
IO 

9 
7 

21 
20 

18 

16 

29 
27 
25 
23 

38 
35 
33 
3" 

46 
44 

41 
39 

53 
50 
47 
45 

60 
56 

53 
50 

64 
61 
57 

54 

9.00 

475.20 

188.0 

10.64 

I 

6 

'4 

21 

29 

36 

42       1            48 

5" 

9.2 
94 
9.6 
9.8 

485.76 
496.32 
506  88 
517-44 

192.0 
196.0 
200.  o 
204.0 

10.42 

10.20 
IO.OO 
9.80 

0 

5 
3 

2 
I 

"3 

ii 

10 

9 

3 

16 
14 

27 
25 
23 

21 

34 
32 

30 
28 

4° 

37 
35 
33 

45 
42 
4° 
38 

48 
46 
43 
40 

10.00 

528.00 

208.0 

9.62 

0 

7 

I3                          20 

26 

3" 

35 

33 

ST3     <vi    T3             0)    *-•               <U     X            ,', 
a  .x    c         J=    °           5  7? 

r-     J3  £,  «      -  a       ""      2 

"*    z  el    £•-     !  J     § 
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rt           B  3         9    "Q   *I  -^      ^    V    c     ^ 

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•"    ~             **-"                        hfl           O 

Ill 

This  volume  is  rather  a  treatise  on  the  operation  and 
management  of  railways  than  on  location  merely.  For  its 
tables  alone,  which  cover  very  fully  all  kinds  of  railway 
statistics,  it  is  indispensable  to  every  careful  railway  officer 
and  engineer. 
Revised  and  Enlarged  Edition,  1000  pages; 
204  Tables,  nearly  all  of  which  appear  for  the  fir«»  time  in  print; 
313  Engravings  and  Plates. 
The  plates  and  tables  fill  nearly  half  the  book. 
Full  and  Complete  'Mflat  ••  v  *»e 

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RAILWAYS. 

ling  the  Layine-out  of  Rail- 
Expenditure  of  Capital.  By 
.  Am.  Soc.  C.  E..  late  Prin. 
evs  Mexican  National  Ry., 

Mans  of  fhfi  Prnqrflss  and  Prospprf*  of  Con«tr»rtmn.  exC(  l\fC0WCU  .  IoQ  and  Ch.  Knpr  of  the  American  Line  from  Vera  Cruz  10  Mexico. 

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ing  to  established  geometric  methods,  with  a  common  origin  for  the  two  co-ordinate  axes 
at  their  intersection  O.  It  can  best  be  studied  by  regarding  the  end  of  the  diagram  A  
to  the  right,  as  the  horizontal  axis  (axis  of  x),  and  regarding  the  curves  as  indicating  B  
the  increase  of  net  load  from  progressive  diminutions  of  grade  resistance.  It  is  ex-  C  
plained  further  in  the  discussion  of  "  The  Hauling  Power  of  Engines." 

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NOTES  TO  DIAGRAM.  —  This  diagram,  which  constitutes  Fig.  169  of  "The  Economic 
Theory  of  the  Location  of  Railways,"  is  reduced  from  one  prepared  by  Mr.  G.  W. 
GUSHING,  Supt.  of  Motive  Power,  Northern  Pacific  Ry.,  with  certain  lines  added.  It  is 
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